Lubricator



Aug. 5, 1930. K L.; I lvxNcss l 1,772,010

n v LUBRICATOR Filed Aug. 22. 1927 Pafnfedeugf-Swsd 'l v 'Y 7- 1,772,010

1.1mmk Lrvmes, or m0111111, :mLINoIs l f 1 LI'IBRICATOR n f ,Applicaubiriealangdst' 22,"1927.,"ser ia1 No; 214,470.

Y :My invention relates more particularly toa prisingfa steam cylinder 4 whichis provided lubricant'distributor for use .1 onv the air with its'usual equipment of 'valves and concylinders ofrailwaylocomotive air compres'- nections land which carries the air pump sors,,thoughtit is capable' of advantageoususe cylinder 5, the ylatter being provided with/'the' -5 for a variety 'ototherpurpos'esl asfwillnbe usual' inlet 6 which commun'icates with'the v5o readily apparent to those skilledinthe 'art' to inlet valve chamber 7 theilatter in turii comwhich my device appertains. g c .municatingr with the interior fof the cylinder.

y One'objectiof myinvention is the-provision vThepump'cylinderfisalso provided with the 1 of adevice to be.mounted=adjacent the. pointv discharge yvalves and lpiston'aiid other-'parts fromy which lit 'is desired 'jto distribute the for its'properoperation. 1;; f. l. ,:f. kf E f lubricant and to deliver to' the," device a 'regu-y vA boss 8 Sis usually providedv adj'acent'the l lated supp'lyof lubricantlso thatat .the proper upper inlet air'valveandthisbossi isvusually Y intervals^,the device mayfoperate to `properly threaded yto receive one or'the otherfof'lthe y performitsl function ofdistribution;` 5 `orins of lubricatorslforsupplying oil/to the 1:- Anotherv object-of my invention is to proinsidel of the cylinder-'of the' pump, andto 60 videadeviceV whereby "af relatively'small this boss .Iattachrny device shownv 4at 9111i amount of lubricant will accomplish thorough Fig. H1, .and connect it through anyV suitable Ylubrication without' making it necessary to pipe 10 to asight feed orl other lubricant supsupplyy anleXcess of lubricant, whichr excess plying reservoirlll which maybelocated in f.

is very:.objectionablewhen;considered'incon` the cab of the' engine or at. any oth'ercon 65`- nectionwith the airv brake systemsv used on' venent place thereon. f railwayequipment, not yonly'irom they stand# Referring now toFigs. 2 and`3,1my` lubrilpoint of the'cost of wasted lubricant,fbut also cator consists primarily-of a body portion 12 from the fact thatthe excess lubricant iscarand a top 'portion 13,k which are joined tof ried over into the trainy pipes, reservoirs, and gether as by threads 14, and aball orA other 70 triple and'other valve mechansmof the braksuitable check valve 15v which normally closes ingsystems and seriously interferes with the the passageways between the twoportions.

proper "functioning, of these devices. Y `.The body portion 12 is provided with an eX-y n f Other objectsof my. invention will appear. temally threaded 1005516 byfmeans Of'which,

yand be ldescribedin-the specication. 1i the deviceis mounted on the compressor, and 75 *The noveltyfof my inventlon Wlllb. herean internally threaded boss 17 which 'maybe lnaftermore fully sety forth and specilically used :as alubrcant Supply passage with Cel- Pomted Out ,11.1 the Clalms. y l. y tain types of. supply reservoirs, the interior In the accompapymg dmwlllg 1g" 1 1S a* of the body portion being bored' out to receive sldevlew of a typlcal seamdmvell a'ufpump thetop portion 13 and its ,associated parts.

` internall threaded boss 18 from which a Y' Flg' 2 1S a central- Sectlonal s'ld elevation lubricantypassage 19 leads to the central bore 20, the lower end of which is. closedby the 85 check valve: 15, while the upper endterminates lin a hooded air admission opening 21.

YFor the purpose ofbetter illustrating the f The Chel 'Valve' l5 1S normally 'held to its r method ofmountingand'connecting my deseat by a light coil spring'v22 which issupvice, I have shown in Fig; 1, an air pump comportedupOn pQIQ-radrdl@ whlch retS. 9.)

of my device: p c 1 Fig.- 3 is a bottom plan view'of Fig12.l v

f The same numerals of reference are used to indicate identical parts in all the figures.

lating the supply of lubricant-which it passes to the pump, this type of reservoir being connected by suitable piping to the boss 17 the other type of reservoir, and the type which I prefer, being merely a Vreservoir capable of containing' lubricant and provided with delivery regulating means such a reservoir being the ordinary type of sight feedvoil cup such as shown at 11 in Fig. 1," this reservoir' being connected by suitable piping to the, Where the lubricant reservoir' is" boss 18. connected to the boss 1 8, itis 4necessary that the boss 17 be plugged to' prevent the escape of the compressedY air o'n -ithe compression stro-lie of the pump.l Y

The operation ofthe device is` as follows, assuming it to be connected to the pumpv cylinder and assuming a lubricant reservoir connected to theboss 18 At each suction stroke Iof the .piston 'of the pump the check .valve15 is drawn' otfits sea-t and a quantity of vair rushes in to" the cyll-inderthrough theV opening 21, carrying with lit and throughout atomiZing-.the voilY which enters through the passage 19 and'this spray of oil and yair is distributed throughout the whole interior surface Aof the cylinder andk thoroughly lubricates the cylinder'wall's and the piston rings, the. distribution beingv assistedzby the inrush ofair through the inlet valve. Upon the compression stroke Vof the pump the check Valve 15 closesrand'the device remains inactive until the next suction stroke. Y By regulating the supply of oil'to the device, the cylinder'wal-ls may be kept in a con dition of perfect lubrication Without requiring the suppl-y of any oil beyondV the Vamount required forproper lubrication.

In thosecasesfwhere the lubricant reservoir is: attached to the boss 17, the' oil is delivered into the stream of air passing through the device at a point below the check valve 15 'and while aconnectionmade at this point is entirely practical and willfraccomplish suc.- cessful and proper-lubrication, I preferthe attachment` of thelubricant reservoir vabove the check valvevfor the reason that the capacityof the pumpy is not reduced by adding to itscle'aiiance volume the c'ubical contents oflthe pipeleading to the lubricant reservoir. f n o :Another objection to' connecting 'one introant reservorto tneboss 171s Vthat in the event' of failure Yto close the regulating valve of the'lubricant reservoir' when the pump is not in, operation, oil will continuously flow it'o the' pump cylinder and this oil will be carried' over into the reservoirs and` other brake lapparatus when the pump is again set inrmotion, though thiscondition cannot occur where the reservoir is connected to the boss 18 for the reason that if the supply of oil continues when the pump is shut down, the excess oil Afills the passage 20 and overflows through the opening 21 but does not pass into the pump cylinder and into the brake apparatus. Y

lVith the systems of lubrication in use at present on these pumps, oil is fed in liquid form to the air cylinder, at one point, in its circumference, with the result that a relatively narrow band of the cylinder wall receivesrallof the oil while the balance of the wall remains in a dry condition and iny order `tn lubricate the cylinder wall over'its entire surface it is necessary to feed an amount n .of oil greatly. in excess of what would be required if proper distribution conditions existed, and this" excess of-'oil makes it necessary to clean the triple valves-and the other brake apparatus :much `more frequently than would be required otherwise,-,thereby-greatly A:increasing the costof maintenance.-y f

v With my device these objections are overcome and it has beenvfound thata very :small quantity of" oil is sufficient to keepthepnmp operating in propericondition, thereby effecting aqmaterial saving not only infthe amount of oil used butin prolonging tlieperiods for cleaningthe brake operating valrves and other parts of :the braking system? :Another objection to oil 'accumulations in" the braking system is that in cold weather theioil .congeals and seriously interferes with the proper operationt of" the :triple valve and; frequently causes these valvesto either' fail to function or` retards their action until a: suliicient' difT -ferential inpressureis produced'to causethem to act'whereupon they move to-,emergeney brake application'position insteadof moving properlyv with the change in train line pres; sure.j By the use of my device this injurious condition is eliminatedi i VIt will lbe seen from the abovethat I have produced `a device which `is, simple in con` struction, of few parts, not likely to cause trouble in use, and by. the vuse of-wh-ichthe difficulties surrounding Ypresent methods of lubricating.ai'r'pump cylinders are overcome. Having thus fullyldescribed myinvention, Iclaim: f`

1'. In 3a' lubricator the combination of a bodyportion mounted upon a compressor, a top portion carried by the `body portiomia hooded relatively large and short air passage through the topportion, a passagev of approximately the same area as the airpas- `sage through the bo'dfyportion, a.`A relatively 1 small lubricant'passage opening'into the air passage' at an angle to the flow of air through the device, and av check valve normally closing the passagethrough the lubricator.

y2.- In a lubricatorfthecombination o'a fio body portion to be mounted on thecylinder of a. vcompressor, a top portion carried by they l bodyportion, a relatively large. and short air passage through the topyportion, a pasl sage of approximately the same arealthrou h the body portion, both passages being in su -j l l stantial alignment Wherebyjthe least resistr'` ance' Will be ,oered to the free-passage of air, f

a relatively small lubricating` admitting passage opening into vthe air admittinglpassage in 'such a direction that movement. of air v through the vdevice will assist they flow ofylubricant, and a check Valve normally closing the air admitting passage.-

LLOYD LIVINGS, 

